Car coupling means with means for transmitting push-pull strains to the car body

ABSTRACT

A coupling arrangement for model train cars where the coupling bar is laterally pivotable and longitudinally adjustable either by hand within different positions of a snap connection, or automatically by a guide slot and pin which control the extension of the coupling bar from the car body as a function of its pivotal position with respect to the car body long axis. The coupling bar has bores and recesses for the accommodation of electrical conductors, and the coupling elements are arranged to also serve as electrical coupling plugs.

United States Patent [191 Kelterstr. 17

[111 3,822,501 [451 July 9,1974

[76] Inventor: Kelterstr. 17, 7441 Unterensingen,

Germany [22] Filed: July 24, 1972 [21] Appl. No.: 274,259

[30] Foreign Application Priority Data FOREIGN PATENTS OR APPLICATIONS 1,229,855 3/1960 France 46/221 1,254,059 11/1967 Germany 46/221 Primary Examiner-4 Barry Shay Attorney, Agent, or FirmJoseph A. Geiger [5 7] ABSTRACT A coupling arrangement for model train cars where the coupling bar is laterally pivotable and longitudi- Feb. 2, 1972 Germany 2205661 ny adjustable either y hand within diffarent p tions of a snap connection, or automatically by a guide [52] $5.81. 46/221,:6133l/7l591f9Z Slot and pin whim control the extension of the cow [is] Fntid 218 2 16 pling bar from the car body as a function of its pivotal 1 0 arc R 75 position with respect to the car 'body long axis. The coupling bar has bores and recesses for the accommo- 56 R f 1 ed dation of electrical conductors, and the coupling ele- 1 e erences ments are arranged to also serve as electrical coupling UNITED STATES PATENTS p]ugS 875.519 12/1907 Haberlin 213/75 TC UX 2,449,466 9/1948 Gash mm or 18 Claims 19 D'awmg Flgll'es /1- l l' C (D 72 re 1 1 y PATENTEB JUL 9 SHEET 3 OF 6 wwm mmm

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mmgm 9x914 SHEET 5 BF 6 fig PAIENTED JUL 9W SHEET 8 OF 6 TRANSMITTING PUSH-PULL STRAINS TO THE CAR BODY BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to coupling arrangements for model cars, and in particular to coupling arrangements for model train cars which have a longitudinally adjustable and sideways pivotable coupling bar to permit automatic adjustment of the distance between adjacent cars in curved track sections.

2. Description of the Prior Art Model cars of this type have couplings which are sideways pivotable relative to the car frame by means of a pivot arrangement. In cars equipped with bogies, the coupling or a coupling bar carrying the coupling, is mounted on'the bogie. In this arrangement, the outer end of the coupling moves in a radius around the pivot point of the bogie. Consequently, when the car has to travel through a curved track section, the distance between the coupling and the straight car end face is shortened, depending upon the car width and the length of the coupling bar. In order to avoid interference between adjacent cars in curved sections, it was in the past therefore necessary to use coupling bars which are much longer than would be required for traveling in straight sections. In view of the fact that model train systems are built with relatively much smaller radii in their curved sections than comparable full size railroad systems, such coupling bars or coupling shafts for model train cars had to be of considerable length and adjacent cars had to be coupled at unnaturally great distances from one another. The minimum distance requiredin each case depended upon the type of car chassis used and the length of the car.

SUMMARY OF THE INVENTION It is an objective of the invention to provide a coupling arrangement for model cars which permits automatic adjustment of the distance between adjacent cars or between a carand the locomotive as a function of the curvature of the track section traveled.

The invention proposes to attain the above objective by suggesting a solution in which the coupling is longitudinally adjustable relative to the car frame in response to the rail curvature. Such a feature allows the user to adjust the coupling length in such a way that adjacent cars travel as near buffer-to-buffer as possible, thereby providing a good simulation of the relationships which are present in full size cars. The invention further makes it possible to use the same coupling for a number of different car types, even in the case where the distance between the buffer plane and the pivot pin of the bogie varies from car type to car type.

A particularly advantageous embodiment of the invention suggests a coupling arrangement where at least one snap-type connection is arranged between a coupling bar and the pivot pin, the snap connection having several longitudinally spaced connecting positions in which the snap connection can be locked. This snap connection is preferably so arranged that it can be opened and closed by pushing or pulling from the car end, but requiring opening or closing forces which are considerably in excess of any forces occurring during normal operating conditions. Such a snap connection may be arranged at the point where the coupling shaft, or a coupling bar extending from it, engages the pivot pin of the bogie.

Another advantageous embodiment of the invention suggests a coupling arrangement where the coupling shaft includes a special coupling bar with a snap connection between the coupling shaft and the special coupling bar. The coupling bar may be connected to the pivot pin either by means of a conventional bore or, as previously described, by means of another connection. In this case, the coupling bar replaces a. substantial length portion of the otherwise necessary coupling shaft. The advantage of such an arrangement is that for a different car type with a different distance between the pivot pin and the buffer plane, it is only necessary to replace the relatively simple and flat coupling bar with an interchangeable coupling bar of different length. These coupling bars can be produced in simple injection molds, using plastic material, thereby realizing production economies. The comparatively complex coupling head of the coupling itself with the shortened coupling shaft can thus remain unchanged for all car types.

It is of particular advantage, when the snap connec tion between the coupling shaft andthe coupling bar has several longitudinal positions in which the connection can be locked. Such a feature not only provides the earlier-mentioned longitudinal adjustability, it also permits the use of a different coupling bar for car types which have an abnormally great distance between the pivot pin and the buffer plane and where even the above-mentioned longitudinal adjustability is insufficient. This arrangement has the additional advantage that the space required in the area of the pivot pin for the movement of the coupling shaft is relatively small, while the alternate arrangement with the snap connection in the area of the pivot pin would require more space for the lateral pivoting motions. This is particularly important in the case where the pivot pin is arranged on a portion of the bogie where little room is available. r

The longitudinal adjustability of the coupling shaft gives the user a means to chose in each case the most desirable snap position, letting him determine the distance to which the coupling extends from the pivot pin over the car edge, thereby providing the possibility that the model train combination can be coupled for traveling in a pleasing buffer-to-buffer arrangement.

Even with the above-mentioned adjustability, it would still be necessary for the coupling shaft and coupling bar to be long enough so that adjacent cars do not interfere with one, another when traveling through a curved section of the track. In straight portions, however, these combinations will show relatively large gaps between adjacent cars. Such gaps do not reflect the true conditions of full size train combinations. Modern train combinations, and particularly modern express train combinations, have their cars following one another at such a close distance that their body frame is almost flush with the buffer planeso that the transition from car to car is hardly noticeable. The comparatively large gaps required heretofore on model train combinations represent an unpleasant deviation from reality. Furthermore, these gaps increase the overall length of the train, thus requiring longer tracks and more floor space.

In order to further shorten the coupling length of adjacent vehicles, so as to make possible the negotiation of curved track sections of even very small radii without difficulty, a further embodiment of the invention suggests the coupling arrangement in which the coupling bar is longitudinally movable relative to the car while being pivotable around the pivot pin, the coupling bar including a cam-and-follower arrangement in the form of a guide nose and guide track on the car frame which determines the length of extension of the coupling bar from the car frame.

This controlled longitudinal adjustment of the coupling bar gives the model car possibility of automatically lengthening its coupling distance when it travels through a curved track section and of again shortening this distance to a minimal gap between adjacent vehicles when the car combination travels through a straight track section. This control is automatically accomplished by the aforementioned 'cam-and-follower arrangement, the guide groove in the car frame being so arranged that the coupling bar length increases as a function of the track curvature. This arrangement permits a very close coupling of the model car combination, yet it permits the combination to negotiate very tight bends in the track without causing interference I between adjacent cars, or without creating additional transverse forces on the train combination. This shortened coupling of the train combinationhas the further advantage that it offers a very good simulation of full size model train combinations, thus being more truly a scale reproduction of full size equipment. In this manner it now becomes possible, for example, to arrange model express train combinations which have their cars coupled together so closely that they show practically .no gaps. It will further be noted that these novel model train combinations have a considerably reduced overall length, thereby again better reflecting reality as well as requiring less space on the track. A still further advantage of this embodiment resides in the fact that the coupling forces are transmitted from car to car via the guide groove and guide nose, rather than via the pivot pin, as was the case previously. Like most other parts of the model car, the coupling bar may be made of plastic material.

The specific outline of the guide groove can be fchosen according to various criteria to accommodate different needs or desires. In cases where it is merely desired to remove the coupling forces from the pivot pin, it is possible to provide a guide groove in the form of a circular arc whose center is the pivot pin itself.

The coupling member to be used with the coupling arrangement of the present invention may be of any desired type. It is normally attached to the outer end of the coupling bar.

In a still further embodiment of the invention, it is suggested that the coupling bar consists of two separate parts which are shiftable relative to one another so as to provide additional longitudinal adjustability. A modified embodiment features a simplified design and reduced risk of breakdown under certain conditions of use, suggesting that the pivot include a pivot pin and a cooperating longitudinal slot. In a preferred arrangement the pivot 'pin is part of the vehicle frame itself and the slot is arranged on the coupling bar. It is of course also possible to arrange the two pivot elements on their opposite parts. In the case where the slot is part of the coupling bar, the pivot pin on the vehicle frame may be an existing pin, thereby eliminating the need for an additional pin.

A particularly advantageous embodiment of the invention suggests that the longitudinal slot in the coupling bar be formed by two resiliently yielding integral tongues whose free ends can be deflected. An additional suggestion provides for a protective frame around these spring tongues in order to prevent excessive tongue deflection and possible breakage. The provision of resilient tongues has the advantage that the coupling baris thus made yielding, the spring element being arranged in the pivot itself. Such an arrangement makes it possible to absorb and dampen transverse forces on the car combination, forces which otherwise could cause traveling difficulties such as vibrations, lateral shocks, or even derailment.

The guide slot provided for the control of the longitudinaladjustment of the coupling bar is generally arranged transverse to the longitudinal axis of the car frame. One may choose to have a guide slot which provides that the extremity of the coupling bar remains at the said distancefrom the car end face in all pivoting positions. This condition would require a guide slot which is arranged substantially perpendicularly to the car axis. It is preferable, however, to provide a guide slot in the form of an arc in order to have the end of the coupling bar positioned further from the car end face in both of its extreme pivoted positions. Such an arcuate guide slot has its two lateral end portions arranged closer to the car end face that its middle portion, thereby forming a convex slot relative to the pivot center. This convex guide slot causes the pivoted coupling bar to be extended even more than would be the case with a straight perpendicular guide slot. It is of course also possible to replace the circular arc of the guide slot by a parabola or by a hyperbola or any other convenient curve. Furthermore, it is not necessary, though preferable, that the guide slot is arranged between the car end face and the pivot; the pivot could also be arranged between the guide slot and the end face. In the preferred arrangement, the coupling bar has the advantage of being shorter and of simpler design. One could further choose between arranging the guide slot in a vertical portion of either the car frame or the car body, and this is an additional reason why it is preferable to have the guide slot relatively close to the car end face.

Although it is possible to replace the guide slot and cooperating guide nose by other cam-and-follower arrangements, the former is greatly preferable because of its simplicity and ease of manufacture.

There exists a variety of possibilities of supporting the coupling bar on the car. One possibility suggests the arrangement of the coupling bar between the car frame and the upper car body. Another arrangement suggests that the coupling bar be located below the car frame, for example, inside a pocket into which it can be inserted at assembly.

The novel arrangement of the invention is particularly suited for use with bogie-type model cars which have a bogie pivot pin. This type of model car is normally rather long, thus creating substantial angles between adjacent cars in a curved track section, a condition which in the past required considerable gaps between the cars which consequently looked unnatural and unsatisfactory. Here, the novel coupling arrange ment of the invention suggests that the coupling bar be .model cars with bogies, the angle between the car frame and the bogie determines the relative position between the guide nose and the guide slot for the coupling bar so that, when the model train combination enters a curved track section, the coupling'distance between adjacently traveling cars is automatically lengthened, while upon reentry into a straight track portion, this distance is automatically shortened to provide the desirable minimal gap between cars.

In order to further simplify the cam arrangement which controls the automatic longitudinal adjustment of the coupling bar, the invention further suggests that the guide nose is preferably in the form of an offset round pin which engages parallel faces of a guide slot. This arrangement further reduces space requirements while simplifying manufacture and assembly of the parts.

A further development of the invention suggests that the guide nose is in the form of a hollow cylindrical pin and that the coupling bar further includes a longitudinal recess extending between the bore of the hollow guide pin and the pivot so as to permit the accommodation of electrical conductors inside the guide pin and the longitudinal recess. This arrangement offers the additional advantage that the coupling bar also serves as a carrier for the electrical lines without additional complex structure, and that the overall visual impression is an excellent one, while the electrical lines are protected against interference or damage when the model train combination travels through curved track sections.

The preferred arrangement of the coupling elements themselves suggests that the outer end of the coupling bar includes, just below the guide nose, a fork extension which forms a pivot around a horizontal transverse axis, a matching coupling element having pivot points at the ends of resilient legs, permitting it to be snapped into the fork extension of the coupling bar. This arrangement features the use of simple coupling elements which offer the additional pivotability around a horizontal axis which is advantageous when the model train combination travels from a horizontal track section into an upwardly or downwardly sloping track section. The combination of the fork extension with the guide nose, besides being simple in structure, offers the further advantage that the guide nose directly carries the fork extension without any horizontal overhang of the latter.

A still further development of the invention features an embodiment of the inventive arrangement in which the coupling elements also serve as an electrical cou pling between adjacent model cars, matching vcoupling elements being arranged to serve as male and female electrical coupling plugs. This arrangement still further enhances the use of the coupling bar in which the electrical lines are arranged invisibly inside protecting recesses, the suggested coupling elements and associated novel coupling bars thus providing a simple and effective carrier for the electrical conductors which are thus fully protected against damage and kept out of sight.

In another embodiment of the invention, the coupling bar may include at the lower end of the guide nose a head-shaped extension serving as an insertion cavity inside which an interchangeable coupling shaft may be retained, preferably by a snap connection. This version offers the possibility that several different coupling elements may be attached to the head-shaped extension of the coupling bar.

BRIEF DESCRIPTION OF THE DRAWINGS Further special features and advantages of the inven- FIG. 3 shows a partially cross-sectional elevation of i a model car with a bogie as another embodiment of the invention;

FIG. 4 is a plan view of the embodiment of FIG. 3;

FIG. 5 shows in an enlarged plan view a coupling bar representing still another embodiment of the invention;

FIG. 6 shows the coupling bar of FIG. 5 in an elevational cross section taken along line VI-VI of FIG. 5;

FIG. 7 shows the coupling bar of FIGS. 5 and 6 in an elevational side view;

FIG. 8 shows in an enlarged plan view, astill further embodiment of the coupling bar-of the invention;

FIG. 9 shows the coupling bar of FIG. 8 in an elevational cross section taken along line IX--IX of FIG. 8;

FIG. 10 shows the coupling bar of FIGS. 8 and 9 in a side view cross section taken along X-X of FIG. 9;

FIG. 11 shows in elevation a coupling element suitable for use with several embodiments of the invention;

FIG. 12 is a plan view of the coupling element of FIG. 11;

FIG. 13 shows a similar plan view of a female coupling element matching the coupling element of FIGS. 11 and 12;

FIG. 14 shows the coupling element of FIGS. 11 and 12 in a cross section along line XIVXIV of FIG. 12;

FIG. 15 shows the same coupling element in a cross section along line XV-XV of FIG. 12;

FIG. 16 shows in plan view a model car representing a still further embodiment of the invention;

FIG. l7-shows the embodiment of FIG. 16 in an elevational cross section along line XVII-XVII of FIG. 16;

FIG. 18 shows in a view from underneath the model car a modified embodiment of the coupling shaft; and

FIG. 19 shows the coupling shaft and coupling element of FIG. 18 in an elevational cross section along line XlXXlX of FIG. 18.

DESCRIPTION OF THE PREFERRED EMBODIMENT A first embodiment of the invention, illustrated in FIGS. 1 and 2, shows the arrangement of a coupling bar 10 on the model car 11 with a removable coupling element 12 indicated by dotted lines and connected to the lower outer end of the coupling bar 10. The connection between coupling element 12 and coupling bar 10 may bea snap connection, for example, the coupling 12 beingpivotable around an axis which is perpendicular to the plane of the drawing. The car 11 may represent a model train car which includes a car frame 13 and mounted on the latter a schematically indicated car body 14. In the plan view of FIG. 2 this car body 14 has been removed.

The coupling bar 10 extends longitudinally in a horizontal space between the car frame 13 and car body 14.

Coupling bar 10 is preferably injection molded of plas tic material. Frame 13 includes a vertical pin 15 which extends into the space between the frame and the body '13. The coupling bar 10 engages the pin 15 by means of a longitudinal slot 16 in one end portion of coupling 10 so as to be laterally guided by pin 15. Slot 16 and pin 15 thus form a pivot arrangement for the coupling bar 10. This pivot allows the coupling bar 10 to be adjusted longitudinally relative to the car frame 13, the slot 16 permitting coupling bar 10 to pivot and to move longitudinally relative to pivot pin 15.

The above longitudinal adjustability of coupling bar 10 is attainable in an alternate manner, if in contrast to the embodiment shown in FIGS. 1 and 2, the coupling bar does not include a longitudinal slot for engagement with pin 15, but instead is composed of two separate parts which are longitudinally adjustable relative to one another in the manner of telescoping elements. The car frame 13 further includes in the vicinity of the transverse frame end face, an arcuate transverse guide track 17 which, in the embodiment shown, consists of a slot 18 in the wall of frame 13, the slot having parallel side walls. The are of the guide track 17 is so arranged that it has a convex curvature relative to pivot pin 15. This means that the guide track 17 is located closer to the frame end face at its two end points than at its midpoint.

The coupling bar 10 further includes on its end opposite the longitudinal slot 16 a guide nose in the form of a cylindrical guide pin 19 which, as shown in FIG. 1, extends through and engages slot 18 of the guide track. This cam-and-follower type engagement controls the longitudinal position of the coupling bar 10 relative to the car frame 13.

As can be seen from FIG. 2, the cooperation of guide track 17 and guide pin 19 causes the coupling bar 10 to move longitudinally so that, in its lateral end positions, the coupling element 12 extends further over the frame end face than in its middle position. In the case of two adjacent model cars coupled to one another by means of coupling elements 12, the guide pin 19 remains in the middle position as shown in FIG. 2 as long as the car combination travels along a straight line. In this case, the adjacent cars are coupled so close to one another that only a minimal gap remains between them. Upon entering a curved traveling path, the coupling element 12 and coupling bar 10 are moved sideways around pivot 15, thereby displacing the guide pin 19 inside slot, 18. This causes the coupling bar 10 to move longitudinally in accordance with the slot curvature in the direction away from pivot pin 15. This corrective adjustment increases the extension of the coupling elements over the frame end face so as to automatically increase the gap between adjacent cars traveling along a curved path, thereby avoiding interference between the corner portions of the car frames. This coupling gap is automatically reduced again upon leaving the curved path. This type of short coupling between adjacent model cars represents a greatly improved simulation of actual conditions. It has the further advantage that push-pull forces between coupled cars are not transmitted via the pivot at pin 15, but are directly transmitted into the car frame 13 by the guide nose 19 engaging slot 18.

The coupling bar 10 of FIG. 1 further includes a fork 20 extending downwardly from its guide nose 19, the coupling element being pivotably retained between the legs of fork 20.

FIGS. 3 and 4 show another embodiment of the invention, the reference numerals referring to parts which are similar to those earlier described including an additional lOO-digit.

This second embodiment is distinguishable from the first one in that it includes a bogie 1-22 mounted to the lower side of the car frame 113, the bogie 122 being laterally pivotable relative to frame 113 in a known manner. On the bogie 122 is arranged a pivot pin 123 which engages a matching bore in frame 113. Accidental separation of bogie 122 from frame 113 is prevented by means of an additional retaining head 124 on the upper end of pin 123. The latter further includes a retainer ring 125 which maintains a vertical clearance between bogie 1'22 and frame 113. It should be understood that the above arrangement can be modified in accordance with several known alternatives. The bogie 122 has a frame 126 which includes a vertical abutment pin 127 at a distance from pivot pin 126, the abutment pin 127 engaging an arcuate slot 128 in frame 113. The arc of slot 128 has its center coinciding with pivot pin 126 so that the bogie 122 can pivot relative to frame 113 within the displacement limits of the abutment pin 127 inside slot 128.

The coupling bar of this embodiment includes a longitudinal slot 116 which is longer than in the previously described embodiment. On the side opposite abutment pin 123, the bogie frame 126 further includes a vertical guide pin 129 at a distance from pivot pin 123, the slot 116 of coupling bar 110 engaging both the pivot pin 123 and the guide pin 129. This arrangement gives the coupling bar 110 longitudinal adjustability relative to the bogie 122, but it prevents lateral pivoting of the two parts relative to one another. The coupling bar 110 thus has to remain in angular alignment with bogie 122, causing it to be always pointed in the direction of travel and thus greatly simplifying the coupling operation between different model cars.

Unlike in the first-described embodiment, the coupling bar 10 of the second embodiment is arranged below the car frame 113, with its guide nose 119 extending upwardly into a guide slot 118 arranged in the rear portion of frame 113 (FIG. 3).

A third embodiment of the invention is illustrated in FIGS. 5-7, but only the coupling bar of this embodiment is shown at an enlarged scale. This kind of coupling bar is particularly suitable for use with intermediate cars of model train combinations. Similar reference numerals for this embodiment are preceded by a 200- digit. The position and orientation of the guide pin 219, of the connecting fork 220 for the coupling element, and of the pivot slot 216 of the pivot connection, are similar'to those shown in the first embodiment (FIGS. 1 and 2). However, unlike there, the coupling bar 210 of the embodiment of FIGS. 5-7 includes an offset inner portion 233 which is at a different horizontal level than the outer bar portion 234. Also, the guide pin 219 is tubular, having a central bore 235. Adjacent to bore 235 and extending along the coupling bar portion 234 is further arranged a a longitudinal recess 236 in the bar profile. A length portion of recess 236 is covered by a transverse connection 237 on the upper part of bar portion 235. Recess 236 and pin bore 235 serve for the accommodation and protection of electrical conductors (now shown). These conductors may lead, for example, from the car body, via the coupling bar 210, to the outside of the car in the area of the coupling element. This arrangement has the advantage that the conductors are to a large part mounted out of sight in addition to being protected against damage and confined against interference with other car parts.

The coupling bar part 234 further has an opening 238 in the recess 236 from underneath its transverse connection 237 whose purpose is to simplify and facilitate the mounting of the electrical conductors. The latter are retained inside recess 236 by the transverse connection 237. One of the two side walls 239 of recess 236 further includes near the angled coupling bar portion 240, a lateral opening 241 (FIG. 5) which permits entry of the electrical conductors into the recess 236 from the outside.

FIGS. 5-7 of the drawing also illustrate a fork extension 220 on the coupling bar 210. This fork 220 has two parallel legs 242 and 243whose lower ends include aligned pivot bores 244 for the pivotable connection of a coupling element such as the coupling element shown in FIGS. 1 and 2, for example. A particularly advantageous embodiment of such a coupling element will be described herein later on. Matching coupling elements would include two outwardly extending pivot pins arranged at the ends of resiliently yielding legs of the coupling element, so that the latter can be snapped into the fork 220.

A fourth embodiment of the invention is illustrated in FIGS. 8-10 by way of a coupling bar shown again at an enlarged scale. Similar parts relating to previously described embodiments being again designated by reference numerals having a 300-digit.

In this embodiment the coupling bar 310 has a substantially straight horizontal main body terminating in a vertical hollow guide pin 319 and downwardly oriented fork extension 320 with aligned pivot bores 344. The coupling bar 310 is again provided with a longitudinal recess 336 formed by parallel side walls 339. This recess 336 and the central bore 335 in the guide pin 319 again serve for the accommodation of electrical conductors. Bot-h side walls 339 include lateral openings 341 for the entry of these conductors. The bar stem further includes two spaced transverse connecment relating to the pivot slot 316. The slot 316 is formed in this case by two parallel, resiliently yielding tongues 348 and 349 whose free ends deflect under lat-' eral pressure. The yielding tongues 348 and 349 are arranged inside a closed frame 350 whose purpose it is to limit the lateral deflection of tongues 348 and 349, thereby preventing extreme deflections of these tongues which could lead to their fracture. The provision of these yielding tongues 348 and 349 in the place of the closed slot has a double purpose: the tongues form the longitudinal slot 316 necessary for the longitudinal adjustment of coupling bar 310 and they react resiliently to lateral forces which act on the coupling element, thereby reducing any shock effect on the bogie or on other connecting parts of the model car.

A great variety of coupling arrangements can be obtained with the novel coupling bar and many different coupling elements can be combined with it. I

FIGS. 1l-15 of the drawings show details of special coupling elements which are particularly advantageous when combined with the coupling bar of the invention. FIG. 12 shows in plan view a male coupling element 52 which is designed to engage the matching female coupling element 53 of FIG. 13. The two coupling elements have each a pair of identical longitudinal legs 54 and 55 which carry pivot pins 56 and 57on their outer side, the legs 54 and 55 being flexible so as to permit pins 56 and 57 to be snapped into the pivot holes 244, 344, etc., of the fork extension 20', 220, etc., of the various coupling bars. The male and female coupling elements can be attached to one another by means of cooperating pin-and-latch connections. For this purpose, each coupling element has on one side a latch extension. 58 and on its opposite side a pin 59 so arranged that the latch of one coupling element engages the pin of the opposite coupling elementwhen they are connected to one another. This latch-pin engagement is obtained by providing the latch with a snap-on opening formed by two resiliently yielding tongues 60 and 61 which can be deflected outwardly in order to introduce the corresponding pin 59 into the latch. This snap connection retains the two coupling elements 52 and 53 firmly against one another so as to transmit motion forces from one model car to another.

FIGS. 12 and 13 further show how the coupling elements 52 and 53 also serve as male and female electrical coupling plugs, the male conductors 63 of the male coupling elements 52 protruding in the direction of the pin-latch connection. As can be seen in FIGS. 14 and 15 the male conductors 63 of coupling element 52 are lodged inside retaining bushings 64 which have a slit on their lower side and which extend longitudinally through the coupling element. On their inner ends opposite the protruding pins 63 the bushings 64 include soldering lugs 65 to which the ends of the electrical conductors which pass through the hollow guide pin 219, 319, etc., can be connected by solder connections. The female coupling element 53 has similar bushings 64 and soldering lugs 65, the bushings 64 in this case also serving as female coupling element 67 for the pins 63 of male coupling element 52. Each coupling element further includes on its lower side a transverse access slot 66(FIG. 11) which exposes a portion of the bushings 64 permitting the deformation of these bushings in order to mechanically secure the latter in position inside the coupling elements. Thus, it can be seen that the male and female coupling elements of FIGS. 12

and 13 have the same injection molded body, their only difference being the arrangement of the electrical coupling pins 63 and female contacts 67.

A connection of the coupling elements 52 and 53 does not only produce a fairly rigid mechanical connection between the cooperating latches 58 and pins 59, it also produces multiple electrical connections by serving as a male-female electrical coupling.

A fifth embodiment of the invention, shown in FIGS. 16 and 17, is essentially derived from the embodiment of FIGS. 1 and 2, differing therefrom only in that a separate guide pocket 413' is provided on the lower side of the car frame 413. It would also be possible to provide pocket 413 as an integral part of frame 413. The coupling bar 410 is lodged in the horizontal space between pocket 413' and frame 413, giving it sideways pivotability around pin 415 and longitudinal control inside transverse slot 418. The pivot pin 415 is an integral part of pocket 413.

The coupling bar 416 of this embodiment includes at the lower end of its guide pin 419 a head extension 430 which includes a snap-in cavity 431 for the snap insertion of the stem of a coupling element 412. Recess 431 is so arranged that several different types of coupling elements may be interchangeably snapped into head 430. In FIG. 16 is further shown a spring arm 445 (dotted lines) provided as an integral part of the coupling bar 410, the spring arm 445 resting against an abutment 446 on the frame 413. The purpose of this spring arm 445 is to resiliently return the coupling bar 410 to its median position. A second, symmetrically arranged spring arm 445 and abutment 446 may be arranged on the opposite side of coupling bar 410. These spring arms extend preferably from the inner side of coupling bar 410 in order to give them sufficient length.

FIG. 16 further shows, by way of schematic indication, two alternate possibilities of providing spring arms on the coupling bar 410. One of these alternate possibilities is indicated by a point-dash line, the other is indicated by dots. Both alternatives show the spring arms attached to the coupling bar at a point near the forward end of the pivot slot 416. The orientation of these alternative spring arms may be either in a direction toward the guide slot 418 (dot outline) or away from it (dotdash outline).

FIGS. 18 and 19 show the arrangement of a coupling shaft which is usable either in combination with the earlier-described coupling bar and coupling elements, or separately therefrom with other suitable coupling elements. I

This arrangement includes a connecting pin 3 as part of either the base plate of the car body or the frame of the bogie, the pin 3 being engaged by a snap head 80 which is part of a coupling bar 81. This coupling bar has an offset outline (FIG. 19) and carries on its lower portion opposite the snap head 80 a second connecting head 84 with a snap-in cavity 83. The head 430 of FIG. 17 is similar to head 84. The snap recess 83 serves for the insertion and alignment of a shortened coupling shaft 4 whose inner end 6 is split into two legs 7 separated by a slot 71. The legs 7 can thus be deflected toward one another to permit a snap insertion of the coupling shaft 4 into connecting head 84. Protruding noses'85 on the outside of the legs 7 retain the coupling shaft 4 in one of two different positions inside connecting head 84. These positions are determined by matching lateral recesses 86 and 87 on either side of the snapin recess 83. Thus, the recesses 86 determine a first, extended position of the coupling shaft, while the recesses 87 determine a second, shortened position thereof (shown in dotted lines). This permits the shortening of the overall distance x between the connecting pin 3 and the outer end of the coupling shaft 4 to a dis tance x.

The coupling head of coupling shaft 4 is shown without the articulated coupling claws. FIG. 18 further shows in dot-dash outline an insertion pocket 74 arranged on the bottom plate of the car or on the bogie, the upper horizontal portion 81 of the coupling bar being insertable in this pocket inside which it can pivot laterally.

FIG. 18 further shows in dot-dash outline an alternative version of the snap head which engages the connecting pin 3, head 80 being provided with two additional recesses 88. This permits the upper portion 81 of the coupling bar to be retracted outwardly by an amount y or 2y. This alternative design would require a correspondingly deeper insertion pocket 74 in order to give the fully inserted coupling bar sufficient pivoting play around connecting pin 3. Such a longitudinal adjustability of the coupling bar in different snap'positions could of course also be arranged in combination with a one-piece coupling shaft which is integral with the portion 81 of the coupling bar. It is also possible to increase the number of positioning recesses 86, 87 and 88 above the number shown in FIGS. 18 and 19.

What is claimed is:

' l. A combined car and coupling arrangement for model cars and model train cars for the purpose of joining several cars into a model car combination comprising for each model car:

on at least one of the two extremities of the car an elongated coupling member attached to the car so that it extends toward the outside thereof;

means on said car and coupling member for pivotably connecting the coupling member on its inner end portion to the car so as to permit a two-way sideways pivoting motion of its outer end portion and to permit relative longitudinal movement between said car and coupling member; and

means for longitudinally adjusting the position of the outer portion of the coupling member relative to the car extremity, which longitudinal adjustment means includes a cam-and-follower combination defined by said car and said coupling member, the cam-and-follower controlling the longitudinal position of the coupling member as a function of its lateral pivotal displacement.

2. A combined car and coupling arrangement as defined in claim 1, wherein:

the cam is defined by the car, and the cam follower is defined by the coupling member.

3. A combined car and coupling arrangement as defined in claim 2, wherein:

the coupling member includes two separate member parts which are longitudinally adjustable relative to one another, and a means for maintaining the member parts in axial alignment.

4. A combined car and coupling arrangement as defined in claim 2, wherein:

the pivoting means includes a pivot pin-and-slot combination defined by the car and the coupling member, respectively, the slot extending longitudinally fined in claim 5, wherein the longitudinal slot in the coupling member is open at its inner end and the sides of the slot are formed by two spaced, resiliently yielding tongues which deflect independently of one another under a lat eral force.

7. A combined car and coupling arrangement as defined in claim 5, wherein the path of the cam is arranged substantially transversely to the longitudinal axis of the car near the extremity of the latter. 8. A combined car and coupling arrangement as defined in claim 7, wherein the path of the cam has such an outline that the cam follower maintains the coupling member in its two fully pivoted positions at a distance from the car end face which is at least as great as its distance in the median position. 9. A combined car and coupling arrangement as defined in claim 7, wherein the path of the cam has a curved, preferably arcuate outline which is convex toward the pivoting means.

10. A combined car and coupling arrangement as defined in claim 7, wherein the cam is in the form of a guide slot arranged in a structural member of the car, and

the cam follower is in the form of a pin which engages the guide slot.

11. A combined car and coupling arrangement as defined in claim 7, wherein the car structure includes a generally flat car frame and a car body mounted on the frame so as to leave a space therebetween;

the coupling member is accommodated within said space;

the cam is in the form of a guide slot in the car frame;

and

the cam follower is in the form of a vertical pin extension on the coupling member.

12. A combined car and pivotable coupling member assembly for model cars and model train cars comprising for each car:

an elongated coupling bar extending generally in the longitudinal axis of the model car toward the outside of the latter;

a coupling element attached to the outer end of the coupling bar and adapted to engage a cooperating coupling element of another model car; means for pivotably connecting the coupling bar at its inner end portion to the model car structure; and means defined by said coupling bar for transmitting longitudinal push-pull forces from the coupling bar to the car structure at a point which is axially spaced from said pivotable connection. 13. A coupling assembly as defined in claim 9, wherein the force transmitting means are in the form of a vertical nose on the coupling bar adapted to engage the walls of a transversely arranged guide slot in the car structure; the guide slot being arranged near the outer extremity of the car.

14. A coupling assembly as defined in claim 13, wherein r the coupling bar further includes a connecting head extending from the lower end of the guide pin and having a substantially horizontal insertion cavity; and

the coupling element is in the form of a coupling shaft whose inner end is insertable into the insertion cavity of the head in such a way that it resiliently snaps into position inside the head.

15. A coupling assembly as defined in claim 13, wherein the coupling bar further includes a fork extension in the form of two legs extending from the lower end of the guide pin, the coupling'element being arranged for pivotable attachment to the legs of the fork, permitting pivoting around a horizontal transverse axis.

16. A coupling assembly as defined in claim 15, wherein the legs of the fork extension have aligned horizontal bores and the coupling element has two resiliently yielding spaced legs provided with pivot pins which can be snapped into the bores of the fork exten- SlOn.

17. A coupling assembly as defined in claim 12, wherein the coupling element includes means for snapconnecting it to a corresponding coupling element of another model car, the connecting it to a corresponding coupling element of another model car, the connecting means holding the coupling elements substantially in axial alignment.

18. A coupling assembly as defined in claim 17, wherein the connecting means include a laterally extending connecting pin on one side of the coupling element and a resiliently operable latch with a matching recess on the other side of the element so arranged that its recess can be snapped over the connecting pin of a similar coupling element.

r UNITE STATES PATENT OFFICE SUPPLEMENTAL CERTIFICATE OF CORRECTION Patent No. 3,822,501 Dated July 9, 1974 Inventor(s) Willy Ade It is certified that error appears in the above identified patent H and that said Letters Patent are hereby corrected as shown below:

On the cover page,

in the block designated [30], add the following additional foreign application priority data:

July 2-3, 1971 German ............,21 3691I1.9

Signed andhsealed this 7th day of January 1975.

(s'jAL) I Attest:

McCOY M. GIBSON JR. C MARSHALL DANN Attesting Officer Commissioner of Patents F ORM PO-IOSO [1069) uscoMM-oc 60376-P89 fi UIS. GOVIRNIIINT PRINTING OFFICE I"! 0-in-8.

'UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION July 9, 1974 Patent No. 318220501 Dated Inventor(s) Willy Ade It: is certified that error appears inthe above-identified.patentand that said Letters Patent are hereby corrected as shown below:

On the cover page,

under the caption "United States Patent) instead of "Kelterstr. l7" read Willy Ade in the line designated [76] after "Inventor:", insert the inventor's name Willy Ade a In column 14,

in line ,9, instead of "claim 9" read claim 12 Signed and sealed this 1st day of October 1974.

(SEAL) Attest:

McCOY M. GIBSON JR. c. MARSHALL DANN Attesting Officer Commissioner of Patents USCOMM-DC GOING-P69 #1 us. eovsnuuzm PRINTING omcz Ian o-aes-su.

FORM PO-1050 (10-69) 

1. A combined car and coupling arrangement for modEl cars and model train cars for the purpose of joining several cars into a model car combination comprising for each model car: on at least one of the two extremities of the car an elongated coupling member attached to the car so that it extends toward the outside thereof; means on said car and coupling member for pivotably connecting the coupling member on its inner end portion to the car so as to permit a two-way sideways pivoting motion of its outer end portion and to permit relative longitudinal movement between said car and coupling member; and means for longitudinally adjusting the position of the outer portion of the coupling member relative to the car extremity, which longitudinal adjustment means includes a cam-and-follower combination defined by said car and said coupling member, the cam-and-follower controlling the longitudinal position of the coupling member as a function of its lateral pivotal displacement.
 2. A combined car and coupling arrangement as defined in claim 1, wherein: the cam is defined by the car, and the cam follower is defined by the coupling member.
 3. A combined car and coupling arrangement as defined in claim 2, wherein: the coupling member includes two separate member parts which are longitudinally adjustable relative to one another, and a means for maintaining the member parts in axial alignment.
 4. A combined car and coupling arrangement as defined in claim 2, wherein: the pivoting means includes a pivot pin-and-slot combination defined by the car and the coupling member, respectively, the slot extending longitudinally so as to permit longitudinal adjustment of the coupling member relative to the car.
 5. A combined car and coupling arrangement as defined in claim 4, wherein the pivot pin is solidary with the car and the longitudinal slot is arranged in the inner portion of the coupling member.
 6. A combined car and coupling arrangement as defined in claim 5, wherein the longitudinal slot in the coupling member is open at its inner end and the sides of the slot are formed by two spaced, resiliently yielding tongues which deflect independently of one another under a lateral force.
 7. A combined car and coupling arrangement as defined in claim 5, wherein the path of the cam is arranged substantially transversely to the longitudinal axis of the car near the extremity of the latter.
 8. A combined car and coupling arrangement as defined in claim 7, wherein the path of the cam has such an outline that the cam follower maintains the coupling member in its two fully pivoted positions at a distance from the car end face which is at least as great as its distance in the median position.
 9. A combined car and coupling arrangement as defined in claim 7, wherein the path of the cam has a curved, preferably arcuate outline which is convex toward the pivoting means.
 10. A combined car and coupling arrangement as defined in claim 7, wherein the cam is in the form of a guide slot arranged in a structural member of the car, and the cam follower is in the form of a pin which engages the guide slot.
 11. A combined car and coupling arrangement as defined in claim 7, wherein the car structure includes a generally flat car frame and a car body mounted on the frame so as to leave a space therebetween; the coupling member is accommodated within said space; the cam is in the form of a guide slot in the car frame; and the cam follower is in the form of a vertical pin extension on the coupling member.
 12. A combined car and pivotable coupling member assembly for model cars and model train cars comprising for each car: an elongated coupling bar extending generally in the longitudinal axis of the model car toward the outside of the latter; a coupling element attached to the outer end of the coupling bar and adapted to engage a cooperating coupling element of another model car; means for pivotably connecting the coupling bar at its inner enD portion to the model car structure; and means defined by said coupling bar for transmitting longitudinal push-pull forces from the coupling bar to the car structure at a point which is axially spaced from said pivotable connection.
 13. A coupling assembly as defined in claim 9, wherein the force transmitting means are in the form of a vertical nose on the coupling bar adapted to engage the walls of a transversely arranged guide slot in the car structure; the guide slot being arranged near the outer extremity of the car.
 14. A coupling assembly as defined in claim 13, wherein the coupling bar further includes a connecting head extending from the lower end of the guide pin and having a substantially horizontal insertion cavity; and the coupling element is in the form of a coupling shaft whose inner end is insertable into the insertion cavity of the head in such a way that it resiliently snaps into position inside the head.
 15. A coupling assembly as defined in claim 13, wherein the coupling bar further includes a fork extension in the form of two legs extending from the lower end of the guide pin, the coupling element being arranged for pivotable attachment to the legs of the fork, permitting pivoting around a horizontal transverse axis.
 16. A coupling assembly as defined in claim 15, wherein the legs of the fork extension have aligned horizontal bores and the coupling element has two resiliently yielding spaced legs provided with pivot pins which can be snapped into the bores of the fork extension.
 17. A coupling assembly as defined in claim 12, wherein the coupling element includes means for snap-connecting it to a corresponding coupling element of another model car, the connecting it to a corresponding coupling element of another model car, the connecting means holding the coupling elements substantially in axial alignment.
 18. A coupling assembly as defined in claim 17, wherein the connecting means include a laterally extending connecting pin on one side of the coupling element and a resiliently operable latch with a matching recess on the other side of the element so arranged that its recess can be snapped over the connecting pin of a similar coupling element. 